Classifications

• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
  • H04L12/4013—Management of data rate on the bus
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
  • H04L12/403—Bus networks with centralised control, e.g. polling
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L67/00—Network arrangements or protocols for supporting network services or applications
  • H04L67/01—Protocols
  • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
  • H04L2012/40267—Bus for use in transportation systems
  • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

• the invention relates to a method for operating a sensor arrangement in a motor vehicle based on a DSI protocol, the sensor arrangement being a
• Central unit as a master and a plurality of sensor units as slaves controlled by the master, the central unit and the sensor units to one
• Bus line are connected and communication between the central unit and the sensor units takes place via the bus line.
• the invention further relates to the use of such a method in a motor vehicle, a sensor arrangement and a motor vehicle with such a sensor arrangement.
• the DSI3 bus and the DSI protocol can be used for communication with sensors in the motor vehicle.
• the DSI protocol Distributed System Interface see: DSI3 Bus Standard, Revision 1.00 of February 16, 201 1, the specification of which is hereby made part of the disclosure of the present invention by explicit inclusion, is a protocol that allows, based on a simple two-wire cabling to set up a sensor network in which a master communicates with one or more slaves via a bus line.
• the DSI protocol is primarily aimed at use in motor vehicles in order to query and / or control a plurality of slaves, in particular sensors and actuators, by means of the master.
• the specification of the DSI protocol provides that such a sensor arrangement can be operated in one of two operating classes, on the one hand in the "Signal Function Class” and on the other hand in the "Power Function Class".
• the protocol basically provides three different types of bus usage between the master and the slaves:
• CRM mode Communication and Response mode
• the master sends a command to which the slaves respond.
• This method is used, for example, to configure the slaves or to query specific values from a slave.
• the slaves transmit in PDCM mode (Periodic Data Collection Mode)
• the transmission activity of the master being limited to providing the slaves with a reference point for determining this time slot by means of a synchronization signal (broadcast read command).
• the slaves have already been provided with information about their respective time slot so that they can determine their respective transmission time interval in response to the synchronization signal and can use this to send their sensor data to the master.
• the above-mentioned signal function class in accordance with the above-mentioned specification primarily serves to connect slaves with low energy consumption and comparatively high data volume, which is to be sent from the slave to the master.
• Commissioning of a sensor arrangement of the signal function class takes place first of all a phase of communication in CRM mode between the master and the slave, in which the slave is usually configured, for example with regard to the parameters of the above-mentioned PDCM time slot of this slave.
• the sensor arrangement switches to PCDM mode, in which the slaves always send the captured data to the central instance in the respectively assigned time slot in response to the synchronization signal from the master.
• This phase in PDCM mode is usually no longer left until the operation of the sensor arrangement is interrupted.
• a power phase is not provided and is not required due to the low energy consumption of the slaves.
• the above-mentioned power function class is primarily used to connect slaves with a comparatively high energy requirement and comparatively low data volume, which is to be sent from the master to the slave.
• Power function classes alternate between phases of communication between the master and the slave in CRM mode and power phases.
• the power phases usually predominate significantly in terms of time.
• actuators in particular can be operated, this usually being done on the basis of control commands previously transmitted from the master to the slaves in the CRM phase ,
• the Power Function Class the PDCM mode is not used because it is not required for the actuators mentioned due to the low data volume.
• PDCM mode data transmission follows a fixed scheme specified by the master.
• a fixed time slot is assigned to each slave, that is to say a time period, relative to a synchronization signal sent by the master, in which data is to be transmitted from the respective slave to the master.
• ASIL Automatic Safety Integrity Level
• ISO 26262 201 1 “Road Vehicles - Functional Safety”, which represents an internationally applicable standard in the automotive sector for electrical and electronic systems in motor vehicles.
• the ASIL classification is a risk classification system defined in the aforementioned standard, in which three parameters can be used to determine an ASIL level for certain situations or circumstances, from which different classes can be derived, which can be based on, among other things Obtain permissible default probabilities:
• ASIL A recommended failure probability less than 10 6 / hour
• ASIL B recommended failure probability less than 10 7 / hour
• ASIL C required failure probability less than 10 7 / hour
• ASIL D required failure probability less than 10 8 / hour
• the ASIL levels A, B, C and D are associated with corresponding requirements for the respective system. In the event that the motor vehicle despite corresponding
• ASIL B Driver's request not accelerated, e.g. only ASIL B, while ASIL D generally applies to systems for fully autonomous driving.
• ANN artificial neural networks
• ECU Electronic Control Unit
• the central unit master
• Regular operation of such a sensor arrangement using an ANN would be e.g. then no longer guaranteed if the slot data rate achievable during the transmission of the data from the sensors to the central unit is not sufficient to transmit all the data required for reliable operation of the ANN to the central unit sufficiently quickly.
• the ANN may in principle still be ready for use even with a smaller amount of data available. However, it can then be expected that the reliability of the ANN's output data will decrease, so that a specified ASIL level may not be maintained.
• WO 2016/054345 A1 describes an ultrasound system for monitoring the state or the integrity of a structure, such as e.g. B. in the oil, gas or
• the system comprises a plurality of ultrasonic sensors and at least one digital sensor interface.
• Control unit to be transmitted to the ultrasonic sensor in a voltage-modulated manner.
• this data bus and a LIN data bus for data transmission can be combined to take advantage of the two bus systems.
• DE 10 2012 103 907 A1 describes a method for operating a receiving unit of a motor vehicle control unit connected to a transmitting unit.
• the receiving unit adds an identifier to the received signal, which one contains the virtual address of the transmission unit. This can be used to connect a sensor unit according to the PSI5 version 1 standard to a motor vehicle control unit that processes signals in the PSI version 2 standard.
• EP 2 263 102 B1 describes an ultrasound-based one
• the Driver assistance system with several sensors.
• the sensors are each assigned an individual identification code, which is transmitted by an interface
• the interface is a 2-wire bus interface that is designed according to a peripheral sensor interface (PSI).
• PSI peripheral sensor interface
• Specify sensor arrangement in a motor vehicle in which communication between the master and the slaves is regularly possible with a high user data rate while ensuring a predetermined ASIL level.
• the sensor arrangement has a central unit as master and a plurality of sensor units as slaves controlled by the master,
• the central unit and the sensor units are connected to a bus line and
• a second message from the central unit to a second sensor without waiting for a response message from the first sensor to be received by the central unit. If it is said in the present case that it is a method based on a DSI protocol, this means that the method uses the DSI protocol, but not that the method must fully comply with the DSI3 standard. Rather, the process can go beyond or expand the standard.
• a configurable mode for the DSI3 standard is provided, with which messages can be sent to the various sensors very effectively, namely in a short time. This mode can be set for certain situations and then switch back to a conventional mode.
• the sending of the second message is started immediately after the sending of the first message has been completed.
• the second message is sent regardless of the receipt of such a reply message immediately after the first message is sent.
• the first sensor detects the reception of the first
• No reply message sent to the embassy This provides a mode which, in contrast to the CRM mode described above, saves time by dispensing with a response message to a message received by a sensor or by at least not waiting for such a response message to be received.
• the following method step is preferably provided, which follows the sending of the second message:
• an embodiment is advantageous in which the transmission of the further message is started immediately after the transmission of the message previously sent is completed. It is also preferred that the sensor, to which a message has been sent directly beforehand, does not send a response message to the message received by it. According to a preferred development of the invention, this method is continued for further sensors. The method is therefore preferably designed such that the method step of sending a further message from the central unit to a further sensor without the central unit receiving a
• Response message is waited for by the sensor to which a message has been sent directly before, is repeated at least once for yet another sensor.
• the messages sent from the central unit to the sensors can be any information sent from the central unit to the sensors.
• the messages sent from the central unit to the sensors contain configuration commands for the individual sensors.
• the invention also relates to a non-volatile, computer-readable
• Storage medium with instructions stored thereon which, when executed on a processor, bring about a method as described above.
• the invention also relates to a sensor arrangement which can be operated by means of a
• Sensor arrangement as sensor units on ultrasonic sensor units for transmitting and / or receiving ultrasonic signals.
• the master e.g. by a
• ASIC Application-specific integrated circuit
• ASIC Application-specific integrated circuit
• no additional memory for response messages from the slaves required so that it can be manufactured cheaply and easily.
• This is particularly advantageous in the case of ultrasonic sensors, since these sensors require a lot of configuration data in comparison to others, sometimes even during the measurement, and, due to the transit time of the sound in air, comparatively slow
• Fig. 1 schematically a vehicle with a sensor arrangement according to a preferred embodiment of the invention with a central unit as a master and three sensor units as slaves in a "daisy chain" configuration and
• FIG. 1 schematically shows a vehicle 1 with a sensor arrangement according to a preferred exemplary embodiment of the invention.
• the sensor arrangement 2 has a central unit 3 and three sensor units S1, S2 and S3.
• the master 3 and the sensor units S1, S2, S3 are connected to one another by means of a bus line 4, which is designed as a two-wire line. It also applies here that the three sensor units S1, S2, S3 are connected to one another in series with the central unit 3, that is to say in a so-called “daisy chain” configuration.
• the central unit 3 represents a master in the sense of the above-mentioned DSI3 specification, which is connected via the bus line 4 to the three sensor units S1, S2, S3 functioning as slaves in the sense of the DSI3 specification, so that overall a bus in the sense of DSI3 specification is available. Furthermore, it concerns the
• Sensor units S1, S2, S3 to ultrasonic sensor units for transmitting and / or receiving ultrasonic signals, which ultrasonic sensor units one
• Sending messages differs significantly from the CRM mode as described above. For this, reference is made to FIGS. 2a and b.
• FIG. 2a shows the communication between the central unit 3 and the sensor units S1, S2, S3 according to a conventional CRM mode.
• the chronological sequence of how the central unit 3 sends CRM messages CRM1, CRM2 and CRM3 to the sensor units S1, S2, S3 is shown, with a break between each of the CRM messages CRM1, CRM2, CRM3.
• responses R1, R2, R3 are sent back to the central unit by a respective sensor unit S1, S2, S3.
• These answers R1, R2, R3 can e.g. Confirmations that one of the
• S3 are actually only ever intended for a single sensor S1, S2, S3.
• Sensor arrangement 2 can be achieved. Because no response messages have to be generated by the sensors S1, S2, S3, the power consumption is also reduced, so that overall an efficient possibility is created, in cases, in who can dispense with a response from sensors S1, S2, S3 to ensure that these sensors S1, S2, S3 are addressed quickly.

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• Engineering & Computer Science (AREA)
• Computer Networks & Wireless Communication (AREA)
• Signal Processing (AREA)
• Quality & Reliability (AREA)
• Health & Medical Sciences (AREA)
• Computing Systems (AREA)
• General Health & Medical Sciences (AREA)
• Medical Informatics (AREA)
• Small-Scale Networks (AREA)
• Arrangements For Transmission Of Measured Signals (AREA)
• Selective Calling Equipment (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

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Citations (6)

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• 2018
  • 2018-06-14 DE DE102018114225.0A patent/DE102018114225A1/de active Pending
• 2019
  • 2019-05-27 JP JP2020569115A patent/JP7112527B2/ja active Active
  • 2019-05-27 CN CN201980047272.8A patent/CN112514331B/zh active Active
  • 2019-05-27 US US16/973,865 patent/US11424954B2/en active Active
  • 2019-05-27 EP EP19728348.4A patent/EP3808038A1/de active Pending
  • 2019-05-27 KR KR1020217001098A patent/KR102549091B1/ko active IP Right Grant
  • 2019-05-27 WO PCT/EP2019/063563 patent/WO2019238395A1/de active Application Filing

Patent Citations (6)

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